Emergency appliance for air-brakes.



G. HILL. EMERGENCY APPLIANCE FOR AIR BRAKBSA APPLICATION IILEb JUNE 28, 1910.

Patented July 18, 1-911.

'- UNITED STATES PATENT. OFFICE.

cant HILL, or commit, enonerA,

, isnnaemtcit'arrmancn ron arimmaxns.

Application filed June 28,11910. Serial No. 569,318.

To all whom it may concern:

Be it known that I, CARL HILL,; a citizen of the United States, residing 'at Ocilla, county of Irwin, and State of Georgia, have invented certain new and useful Im- .provements in Emergency Appliances for Air-Brakes,3of which the following is-a specification.

My invention relates to air brakes for railway trains and particularly to emergency appliances for air brakes whereby the brakes shall be automatically applied in case' of derailment of any portionof the train. a ',i

The object of my invention is to-provide a device which may be applied to an air brake system of a train whereby the brakes will be applied to the entire train should any portion of the same become derailed.

A further object of my invention is to provide a device as mentioned which 'may beregulated oradjusted accordingto the nature of the road or road bed overwhich' the train'is to run.

Other objects will appear hereinafter.

With theseobjects in view my invention consists generally in providing the train pipe on each car with an exhaust valve which when open will cause the brakes to be applied to the entire train, and equip ping the valve with means whereby the valve will be automatically operated when i any pair 'ofwheels of the car leave the track by means of the jolt or jar incident thereto.

My invention further consists in various details of construction and arrangements of parts all as will be fully described hereinafter and particularly pointed out in the My invention will be more readily under stood by reference to the accompanying drawings forming apart'of this specification and inwhich Figure l is aside elevation of a portion of a car illustrating the train pipe thereof equipped with theemergency appliance embodying my invention in its preferred form,

Fig. 2 is vertical section through the appliance and illustrated upon a much enlarged scale, and. Fig. 3 is a section on the line .rm of Fig. 2.

Referring now to thedrawings 1 inclicates the body of the car and 2 one of the trucks thereof. Arranged beneath the body 1 is the usual brake cylinder 3 and train pipe l. Connected to the train pipe as vention.

' Specifieation' or ease Patent.- P t nt d; J W 13, 191,

by a short pipe or nipple 5 'i s a valve casing 6 having a valve 7 and exhaust 8.; The valve casing is provided with a diaphragm or partition Storming a seat 10 for the valve 7 The valve is normally held upon its seat-by a sprlng 1'1 and also by the air pressure'inthe train pipe. It is obvious that by unseating the valve 7 the air in the train pipe will be exhausted and the brakes applied. The lower end of the valve casing 6 is provided with a removable or screw head 12 through which extends a plunger.

13 and upon the upper. end of the plunger rests a valve stem 14. By pushing the plunger inwardly the valve 7 is unseated.

' I have above described a' particular form of valve which may be employed in-conjunction withmy invention but'it isto be understood that any form of valve controlling the air in the train pipes and adapted to be operated by the means and in the manne'r-hereinafter described may beemp'loyed Without departing from the scope of my in- 15 indicates a lever pivotally mounted. or fulcrumed between cars 16, preferably depending from. the valve casing, and having the end of its short arm connected as at 17 to-the plunger 13. The opposite end of the lever 15, that is the outer end of the long arm thereof, is provided with a plurality of perforations 18.

19 indicates a weight connected by links 20 tothe long arm of the lever 15-; the upper link being adapted to engage any of the perforations 18. The weight 19 is of suiticient magnitude" to overcome, through the lever 15, the tension of the spring 11 and air pressure on the valve 7 The long arm of the lever and the weight hanging thereto is supported inraised position so that'the valve 7 is normally closed,

' but said arm and weight are so held that support 21 and depend therefrom, and'the 'ends of said arms are curved outwardly as at 23 and then inwardly as at "24 terminat-- ing in upwardly and outwardly flared portions 25 which form a seat for the arm of the lever'15, said arm normally lyingbe-y tween the bowed portions 23'24 as shown" clearly in Fig. 3. A bolt 26 passes through the arms, 22 above the bowed portions thereof and ispr'ovi'ded with a bur 27 whereby the tension of the arms may be; adjusted to regulate the resistance of the ends of the arms to the passage of the lever 15 between ulated by means of the bolt 26 ,and the position of the weight" in theholes '18- to' I operate only with jolts exceeding a predetermined magnitude, .The device may be.

thus adjusted for use upon difl'erentroads of varying-degrees ofroughness, that is, if the road is very rough the device is adjust ed sothat a greater jolt is necessary to re lease the lever than is necesary upon'a comparatively smooth-road.

T 0 hold the spring arms'22 in position I provide a pair of collars 28*-29.on the pipe '21, one upon eachside of the arms as shown in Fig. 2. These are secured to the pipe by set screws 30, and the collar 29 is formed with a laterally'projectinglugfil which extends between the-arms 22. The collars prevent longitudinal movement oft-he arms on the pipe and the lug 31 prevents rotary movement of the same.

'It is obvious that. the lever 15should lie directly beneath the pipe 21 and to this end I form the pivot lugs 16 upon a collar or washer32, when the above described form of valve is used, which collar is interposed between the head 12 and the valve casing. By this construction the lever may be properly positioned before 'the head 12 is tightened. 1

lVith the appliance above described the brakes of the entire train may, be controlled from the, locomotive cab of. from the indi 'vidual cars in the usual manner as thedevice does" not interfere; with the normal operation of the; brake system.' However should any painoi wheels at any place on the trainbecomerderailed the jar willjim- 'mediately o nthevalve 7 on the respective car and app y the brakes to-the entire train. Having described my'invention what I claim as new and desire to secure by Letters- Patent .is': p w

-1'. The train pipe of an air brake system,

in combination with an exhaust for the same, avalve normally closing said exhaust, a lever pivotally mounted adjacent said valve and connected at one end thereto, the other end of said lever being weighted, means for normally supporting the weighted endof said lever,.said means being adapted to release said end when the wheels of the'car leave the track due to the jolt incidentthereto, substantially as described.

v .2. Theftrain pipe of an air brake system, in combination with an exhaust for the same, a valve normally closing said exhaust, a lever pivotally mounted adjacent said valve and connected atone end thereto, the

other end of said lever being weighted and a' pair of spring arms normally supporting the weighted end of said. lever between them, substantially as described.

3. The train pipe of an air brake system, in combination with 'an exhaust for the same, a valve normally closing said exhaust,

a lever 'pivotally; mounted adjacent 'said valve and connected at one end thereto, the other'end of said lever being weighted, a pair of spring arms normallv supporting the weighted end of said lever between them and means 'for adjusting the tension of said spring arms, substantially as described.

In testimony whereof -I have signedmy name to this specification in the presence of two subscribing witnesses.

. CARL HILL.

Witnesses:

D, W. BOLAND, M. S. GERMANY. 

